Wireless energy transfer antennas and energy charging systems

ABSTRACT

A resonant wireless energy transfer system comprises first and second antennas made up of dual parallel wire helixes wherein the wires are terminated by short wires. Voltage controlled variable capacitors are connected into the antennas to permit progressive variation between folded dipole and normal dipole operating modes such that optimum energy transfer can be achieved between the antennas over a wide range of antenna separation distances. A vehicle battery charging system using the above-described antennas is provided including an installation which allows purchase of battery charging power by members of the general public. In-vehicle energy transfer for sensors, computers, cell phones and the like is also described.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a divisional of the co-pending U.S. patentapplication Ser. No. 12/613,791 filed Nov. 6, 2009. The content of U.S.patent application Ser. No. 12/613,791 is incorporated herein byreference.

FIELD OF THE INVENTION

This invention relates to resonantly coupled, wireless energytransmission and receiving antennas, and more particularly tovehicle-related energy charging systems using such antennas.

BACKGROUND OF THE INVENTION

Conventional wireless energy transmission from a source antenna to areceiver antenna declines rapidly with distance. This is primarily dueto the fixed configuration of the antennas. In general, there are threecoupling states, under, critical, and over couplings that are determinedby the distance between the antennas. Critical coupling provides themaximum energy transfer efficiency at the distance that is determined byantenna parameters such as antenna radius, length in axis etc. When thedistance increases or decreases, the coupling state turns into undercoupling or over coupling, resulting in the decrease of efficiency. Wehave discovered that by progressively changing the transmitting andreceiving antenna current distributions, resonant wireless couplingbetween such antennas having a high degree of energy transfer efficiencycan be realized despite significant variations in the distance betweenthe source and receiving antennas, where the distance at criticalcoupling is changed.

SUMMARY OF THE INVENTION

According to a first aspect of the invention, a wireless energy couplingsystem comprising a transmitting antenna and a receiving antenna isprovided. In accordance with the invention, the transmitting antennaincludes a helix of dual parallel interconnected wires and the receivingantenna similarly comprises a helix of dual parallel wires of the samesize.

In accordance with a second aspect of the invention, the distance of themaximum energy transfer efficiency between the transmitting and thereceiving antennas can be varied in concert through the use of variablecapacitors which are connected into and between the dual parallel wiresof the antennas to progressively vary the antenna current distributionsbetween normal dipole and folded dipole modes thereby to maintain aresonant energy transfer condition with critical coupling oversubstantial variations in distance between the two antennas.

In accordance with a third aspect of the invention, a wireless energycoupling system using transmitting and receiving antennas is providedfor charging a battery system of an automotive vehicle. In general, thewireless energy source comprises a power source, a converter, atransmitting antenna connected to receive electrical energy from thepower source, and control components associated with the antenna forselectively changing the current distributions; i.e., distance of themaximum energy transfer efficiency, thereof to achieve a high efficiencycoupling.

In general, an automobile installation comprises an antenna similar tothe energy source antenna and coupled through suitable circuitry, suchas a power converter, to a battery or bank of batteries. The vehicleantenna is also provided with control components for selectivelychanging the configuration thereof to achieve a high efficiency energycoupling with a source antenna, which coupling is achieved despitesubstantial variation in the distance between antennas.

In an illustrative system hereinafter described in detail, the antennasinclude ways to communicate data and control signals between them so asto permit configuration; i.e., length, changes to be carried out inconcert as well as to tell the source how effective the coupling is atany given time.

In the preferred form, each antenna comprises a helix of dual parallelwires terminated by short wires; i.e., the ends of dual parallel wiresare electrically connected. Through the use of multiple varactors incircuit with the helixes; i.e., voltage controlled variable capacitors,the configurations of the antennas can be changed thereby to accommodatesubstantial variations in distance between the antennas without the lossof resonant coupling conditions.

In accordance with a preferred form of this third aspect of theinvention, a commercial battery charging station is provided so that avehicle battery charge procedure may be purchased. This station mayinclude a coin or bill acceptor, a credit card reader, and/or wirelessverification from vehicle subscription system for carrying out afinancial payment transaction. This device is connected to activate apower source which in turn activates the transmitting antenna. Inaccordance with a preferred embodiment of the invention, the system istested from time to time to determine that at effective energy transferis occurring and a shut down or power reduction function is triggered inthe event the energy transfer is below expected levels.

BRIEF DESCRIPTION OF THE DRAWINGS

The description herein makes reference to the accompanying drawingswherein like reference numerals refer to like parts throughout theseveral views and wherein:

FIG. 1 is a schematic diagram of a vehicle using a commercial vehiclebattery charging system according to the invention;

FIG. 2 is a schematic diagram of a dual parallel wire helix systemconstituting the transmitting and receiving antennas;

FIGS. 3A, 3B and 3C are schematic diagrams showing an antenna indeveloped form and showing two modes which are possible through theappropriate control of varactors coupled to and between the wires of theantenna;

FIG. 4 is graph of transmission efficiency vs. frequency for threedistances of 370 mm, 600 mm, and 820 mm;

FIG. 5 (a)-(c) are magnetic field distributions at 10 MHz at 370 mm, 600mm, and 820 mm;

FIG. 6 is graph of transmission efficiency vs. distance at 10 MHz;

FIG. 7 is graph of capacitances of varactors vs. distance;

FIG. 8 is a flow chart of a method of operating the system of FIG. 1;

FIG. 9 is schematic illustrate of in-vehicle sensor network chargesystem;

FIG. 10 is schematic illustrate of in-vehicle device charge system.

DETAILED DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENTS

Referring to FIG. 1, there is shown an automotive vehicle 10 with apropulsion system including a battery 12. It will be understood that thebattery 12 may represent a single battery or multiple batteriesconnected in a bank and that such batteries may use conventional leadacid technology or metal hydride technology or any other technology but,in all cases, require periodic charging to maintain effective energylevels and range for vehicle 10. The propulsion system of the vehiclemay be all electric, or a hybrid combination of electric and internalcombustion.

Also packaged into the vehicle 10 at a selected location such as theleft rear corner is a receiving antenna 14 which is coupled to thebattery 12 in energy transfer relation through a power converter 17 ashereinafter described in greater detail. The vehicle also carries anencoder/decoder module 15 connected to antenna 14 for purposes to bedescribed.

FIG. 1 also shows a station 16 from which charging energy for vehiclebatteries may be purchased. Station 16 comprises a computer 18 capableof carrying out payment and computation functions. Computer 18 may, inone exemplary form, comprise a coin and/or bill acceptor, a card reader,and a timer wherein the computer 15 is programmed to operate inaccordance with the flow diagram of FIG. 8.

The station 16 further comprises a power source 20 which may beconnected to a public utility or a private generator/source. Source 20is connected via converter to a transmitting antenna 22 which can bewirelessly coupled to the receiving antenna 14 for energy transferpurposes when vehicle 10 is parked nearby as hereinafter described.Although not illustrated in FIG. 1, it will be understood that thestation 16 may be placarded with instructions, cautionary statements anddevices or indicia for helping the driver of vehicle 10 position thevehicle relative to the station in the optimum place to achieve thecharging function. Moreover, the antenna 22, alone or with othercomponents of the station 16 may be adjustable in position. However, ashereinafter described, an aspect of the invention relaxes thecriticality of establishing a fixed distance between antennas 14, 22 foreffective charging.

Referring now to FIG. 2, the physical nature of the transmitting antenna22 and the receiving antenna 14 is illustrated in detail. Thetransmitting antenna 22 comprises a helix of dual parallel wires 24, 26designed to operate at a frequency of 10 MHz and having a central feedpoint represented by contacts 28 which are connected to the power source20 shown in FIG. 1. The wires 24, 26 making up the dual wire helix areterminated at the ends by short wires 30, 32. The term “short” as usedherein means electrical connection between the ends of wires 24, 26. Inpractice, the diameter of antennas 22 and 14 is about 50 cm.

Within the dual wire helix 22 are voltage-controlled, variablecapacitors or “varactors” 34, 36, 38 of which varactor 34 is connectedacross the wires 24, 26 to the left of one of the feed point contacts,varactor 36 is connected across the wires 24, 26 to the right of thefeed point contacts 28, and varactor 38 is connected in series with thewire 26 between the lower ends of the varactors 34, 36. The overalleffect of the varactors 34, 36, 38 is to effect a change in theconfiguration of the transmitting antenna 22 between a first foldeddipole mode as shown in FIG. 3B and a second normal dipole mode as shownin FIG. 3C. It will be understood that although single varactors areshown in the various positions, the full range of configurationalchanges needed may require multiple varactors connected in parallel ateach location.

Referring again to FIG. 2, receiving antenna 14 is substantiallyidentical to transmitting antenna 22 and is made up of a helix of dualparallel wires 40, 42 terminated by short wires 44, 46. The wires 40, 42have a feed point represented by contacts 50 which contacts areconnected to the converter 17 and from there to the battery 12 in thearrangement of FIG. 1. The converter 17 converts antenna power from ACto controlled DC and may employ known technology used in, for example,marine and RV applications.

Similarly to the transmitting antenna 22, varactors 52, 54, 56 areconnected to and between the wires 40, 42 of antenna 14 so as to permitswitching between the folded dipole and normal dipole modes as shown inFIG. 3. Again, varactors 52, 54, 56 may be implemented as multiplecapacitors connected in parallel.

The antennas 22, 14 are shown a distance D apart which distance variesaccording to how close the driver of the vehicle 10 parks the vehicle 10relative to the antenna 22 in the fixed installation 16 and how much, ifat all, antenna 22 can be adjusted in position. It is an object of thepresent invention to permit significant variations in the distancebetween antennas 14, 22, thus relaxing the requirements for preciseparking of the vehicle 10 relative to the fixed installation 16 and/orprecise location of antenna 22. The invention contemplates, however,that suitable markings and other parking aids may be used tosubstantially align the location of the vehicle 10 where the receivingantenna 14 is found with an appropriately marked area showing thelocation of the transmitting antenna 22 on the fixed installation 16.While the antenna 22, 14 are denominated as “transmitting” and“receiving” herein, they are equally capable of both functions and areused in this way for data transfer as hereinafter explained.

Referring to FIG. 3, which shows only the transmitting antenna 22 but isequally representative of the receiving antenna 14, the top circuitdrawing 3A shows variable DC voltage sources V1, V2, V3 connected acrossthe varactors 34, 36, 38, respectively for varying the capacitances ofthe respective varactors to a time-varying current flow in the antennawires. When varactors 34, 36 appear more as open circuits and varactor38 appears more as a short circuit, the dual wire antenna 22 tends toassume the folded dipole mode shown in FIG. 3B and represented by acontinuous current loop 58. On the other hand, when the voltage sourcesV1, V2, V3 are modified so that varactors 34, 36 appear more as shortcircuits and varactor 38 appears more as an open circuit, the antenna 22assumes the normal dipole mode shown in FIG. 3C wherein loops 26 a and26 b appear on the left and right sides of the feed point contacts 28.

The voltage sources V1, V2, V3 are chosen to permit progressive and/orincremental variations between the two dipole modes, thus permitting theresonant condition of the present invention to be maintained despitechanges in the distance D between the antennas 22, 14 which wouldotherwise detune the circuits away from the resonant coupled conditionand produce a significant drop off in the efficiency of energy transfer.By progressively changing the current distributions between folded andnormal dipole modes, a resonant wireless coupling can be optimized forvirtually any distance over substantial range of distances between theantennas 22, 14. It will be understood by those familiar with antennatheory that the folded dipole configuration is used for greater valuesof D whereas the normal dipole is used for smaller values of D, and thatthe antennas can assume intermediate configurations for respectivevalues of D.

FIG. 4 shows transmission efficiency vs. frequency at three distances of370 mm, 600 mm, and 820 mm. Transmission efficiency higher than 99% wasachieved at 10 MHz for the three cases. Although bandwidth becomesnarrower with increasing the antenna distance, the frequency can betuned to 10 MHz with easy in this configuration.

FIG. 5 (a)-(c) show magnetic field distributions of the three cases at10 MHz. It can be seen that magnetic field couples between transmittingand receiving antennas for the three cases.

In antenna mechanism in FIG. 3, folded dipole mode or normal dipole modehas been described. Not only either mode but also the combined modes canprovide the maximum energy transfer efficiency when the distancecontinuously changes. FIG. 6 shows transmission efficiency vs. distanceat 10 MHz. It can be seen that transmission efficiency is higher than99% throughout the distance from 370 mm to 820 mm.

Capacitances of varactors were properly changed to achieve the maximumefficiency at each distance. FIG. 7 shows capacitances of varactors vs.distance. Capacitors 34, 36 varied from 350 pF to 50 pF, whilstcapacitor 38 varied from 5 pF to 140 pF with increasing distance from370 mm to 820 mm.

Referring now to FIG. 8, the computer in the fixed installation 16 isprogrammed to operate in accordance with the flow chart represented byFIG. 8. Upon receipt of an appropriate payment, source 20 is activatedat a low level as represented by block 62. A user verification function64 is provided to make sure that the vehicle is actually is in positionso that a spurious start of the installation 16 with no vehicle presentdoes not occur. If the presence of a legitimate user vehicle is notverified at 66, the request function is recycled until such time as a“yes” indication occurs. The system can be configured to limit thenumber of loops between blocks 66, 64 before shutting down. Vehiclepressure can be verified by known optical and/or electronic devices,e.g., cameras and proximity switches.

Assuming a “yes” indication results from verification block 66, thevaractors 34, 36, 38 are set to an initial value by means of the voltagesources V1, V2, V3 (block 68). The initial varactor settings can bearbitrary or, to effect a potential time savings, chosen to correspondto the settings found effective for the immediately preceding powerpurchase transaction. The varactors 52, 54, 56 in the vehicle-mountedreceiving antenna 14 must be set to the same values as varactors 34, 36,38 so that the two antennas assume the same configuration. To accomplishthis, a signal representing the setting value is encoded by computer 18and sent over the antenna 22 signal to antenna 14 where it is decoded byencoder-decoder 15 and used to set the voltage sources associated withvaractors 52, 54, 56. This procedure is represented by block 74.Converter 17 outputs a DC current level representing the power level inreceiver antenna 14. Converter 17 is connected to encoder/decoder 15 tosend data back to computer 18 representing the received power level. Asshown in block 72, if a wireless coupling of 90% is not detected, thevariable voltage sources on both sides of the wireless antenna systemrepresented by FIG. 1 are reset to modify the values of the capacitorsas between the dipole antenna modes as shown in block 74 until 90%transfer test has been satisfied.

When the 90% test is satisfied, the system switches to a high powertransmission mode as shown in block 76. Again, block 78 shows amonitoring of the power transfer function. If at any time the 90% powertransfer requirement is not satisfied, block 80 will stop the high powertransmission. For example, if a person or an animal were to come betweenthe antennas 22, 14 this could not only be dangerous to the person oranimal, but also interfere with the transmission function and thiscauses an immediate reduction from the high power to the low powercondition or, alternatively, shut the system off entirely.

Assuming the high efficiency energy transfer is detected, the systemcontinues to function until the condition block 72 indicates that thebattery 12 has been fully charged, at which time block 82 is reached andthe system shuts down until another payment is made. If the batterycharge condition shows up less than full, the loop made up of blocks 78,80 continues to cycle until the battery is fully charged or time runsout.

FIG. 9 shows additional applications of the basic power transferinvention of the basic power transfer invention used, in this case, forin-vehicle power transfer. The vehicle has tire pressure sensors 84, anO2 sensor 86 and a battery monitor sensor 88. All of these sensors canact as signal sources or transducers for wireless in-vehicle datatransmission in known manners. Further, all such sensors 84, 86, 88 arein locations where establishing a hard-wired battery connection isdifficult or disadvantageous.

Accordingly, the vehicle is equipped with its own energy transmittingsource 90 with a dual-coil helix-like antenna 22 in FIG. 2 and eachsensor is equipped with an antenna like antenna 14 of FIG. 2. Eachsensor may have a battery which is charged by radiative coupling, butmay also be batteryless so as to operate directly from the transmittedenergy. Because the distances can be fixed, tuning capacitors may not beneeded. Similarly, the testing steps described in the flow chart of FIG.8 may not be needed.

FIG. 10 shows another in-vehicle application wherein transmitter antenna90 or another antenna of similar configuration is used to transfer powerto the batteries of cell phone 92 and portable laptop computer 94.Although not shown, it will be understood that each device 92, 94 isequipped to receive transmitted power in the manner described herein.

Other applications of the present invention will become apparent tothose skilled in the art when the following description of the best modecontemplated for practicing the invention is read in conjunction withthe accompanying drawings.

What is claimed is:
 1. A method of charging a battery in a transportablepower using device from a fixed power delivery location comprising thesteps of: (a) activating a transmitting antenna at the power deliverylocation at a low power level; (b) testing to determine that power isbeing transferred from the delivery location antenna to a receivingantenna associated with the power using device; and (c) upon determiningthat power is being transferred at or above a predetermined level,increasing the power level at the delivery location.
 2. The method ofclaim 1 including the further step of actively configuring thetransmitting and receiving antennas in concert to maximize powertransfer by resonant coupling.
 3. The method of claim 2 wherein theantennas are of substantially identical configuration and arereconfigurable as between folded dipole configurations to accommodatediffering distances between the antennas.
 4. The method of claim 1wherein the delivery location is a vehicle charging location placardedto designate vehicle location and having a user-initiated input device,and the power using device is a vehicle.